Renaldo solano



2 Sheets-Sheet 1.

. INVENTOR M 4:94,

- BY v ATTORNEY Patented Oct. 29, 1889.

R SOLANO VESTIBULE RAILWAY GAR.

(No Model.) 2 Sheets-sheet 2.

. R.SOL A INO.

VESTIB'ULB RAILWAY GAR;

No; 413,874. v Patented Oct. 29, 1889.

WITNESSES:

IINVENTOH UNITE STATES PATENT OFFICE.

RENALDO SOLANO, or BROOKLYN, NEW YORK, ASSIGNOR OF TWO-THIRDS ro JOHNw.- HOWARD AND DAVID R. MORSE, BOTH or SAME PLACE.

VESTIBU LE RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 413,874, dated October29, 1889. I Application filed July 13, 1889. Serial No. 317,378. (Nomodel.)

T0 aZZ whom it may concern.-

Be it known that 1, RENALDO SOLANO, a citizen of the United States,residing at Brooklyn, in the county of Kings and State of New York, haveinvented certain new and useful Improvements in Vestibuled Railway-Cars,of which the following is a specification.

My invention relates to vestibuled railwaytrains in which a continuousinclosed passage-way is provided between the cars adapted for theexclusion of dust, cinders, &c., and having a flexible connection abovethe couplings, whereby the oscillating or the angular movements of thecars relatively to one another while passing around curves are yieldedto.

My invention consists in a novel construction 6f the yieldingconnection, in which I employ, essentially, the following elements:threshold or buifer plates abutting together to form a continuousplatform, hoods or transom-plates abutting together to form connectionbetween the roofs, and then, in conjunction therewith, pairs ofvertically-swiveled plates abutting together to form expanding orcontracting flanks of the structure.

In order to enable others skilled in the art to which my inventionappertains to understand and use the same, Iwill proceed to fullyexplain the further specific details of construction necessary to carrythe invention into practice, making reference to the accompanyingdrawings, in which similar letters refer to corresponding partsthroughout, and in which Figure l is an elevation of adjacent cars, oneappearing in side elevation, the other in sectional elevation, (ac m,Fig. 2,) showing my improvements; Fig. 2, an end elevation of one carseparated; Fig. 3, a plan View of adjacent cars, one of them being inhorizontal section on the line y y, Fig. 2; and Fig. 4, a similar viewtaken wholly in the said horizontal plane of section. Fig. 5 is anenlarged detail view of one of the flanks, looking toward the insidethereof, being taken on the line 2 2, Fig. 3; Fig. 6, an enlargedsectional View on the line 2 5, Fig. 3, showing the arrangement of thethreshold or buffer plates; Fig. 7, an enlarged detail view showing insection on the line 00 in, Fig. 5, the construction of the hood ortransom; and Fig. 8, a detail view on the line a 2 Fig. 5.

A, Fig. 3, represents the doorway in the car -body, and B B thevestibule doors, arranged, according to usual construction, at eitherside of the passage, the outposts G, extending from the buffer-beam D tothe roof E, being stationary. I

B represents the couplers, of ordinary construction and location.

F F are oifset walls extending from the outposts 0 outward to fill thespace between said posts and the vertical rods a, upon which the flanksI are vertically pivoted. The flanks 65 I are outwardly convex and arerounded or cylindric at a portion of their outer surfaces,

which abut so that such surfaces may act upon one another with a rollingmovement when the cars receive the hereinbefore-de- 7o scribedmovements. The flanks I are retained together in contact by a peculiarmeans of connection and cooperation with the horizontal buffer-plateshaving buffer-springs applied to them. The buffer-springs may be ap- 7 5plied to both the threshold buffer-plates and the transom or hoodplates;but I prefer to apply them at K to the threshold-plates only, theconjunctive operation of the parts,which I will proceed to describe,being such that So the approaching or retracting or the swivel movementsof the one said set of plates are transmitted to the other thereofthrough the flanks,which swing in parallel relation. The flanks havehorizontal base and top plates 01 8 5 d ,which lie adjacent thehorizontal surfaces or flanges of the threshold buffer-plates J J andthe hood-plates L L. These plates d d bear studs 0 c, which respectivelyengage with slots 1) Z)" in the said threshold and 0 hood plates. Theslots 1) b are of sufficientlength to allow'of the necessary play of theflanks and have a curvature or inclination corresponding with thenatural path of the studs 0 a during the rolling movement of the 5convex surfaces, before referred to, of the platesI I upon one another.The studs 0 c are preferably provided with anti-friction rollers e e, tocontribute to ease of movement. The threshold-plates J J, being re 10otained together by the pressure of the springs K, and the flanks I I,similarly connected to the hoods L L as are the plates J J, therebycause the structure to act in unity, the springs K pressing all partsthereof together simultaneously.

The plates J J and L L are capable of both longitudinal and swivelmovement upon a central vertical axis relative to the bufierbeam and thetransverse roof-beam, whereby their surfaces may be maintained intactduring the alternate approaching or retracting movements of oppositesides of the cars. For this purpose I provide a central bolt M, capableof sliding freely through the bushing in the buifer-beam D, and to theouter end of which bolt the threshold or buffer plate J is swiveled atg, as clearly shown in Fig. 6. The buffer-springs K at either sidebeneath the platform abut in brackets n, affixed to the car, and havetheir sliding rods '6 provided with swivel-connections h to theextremities of the plate J. The central bolt M thereby acts as a guideto relieve the spring-rods iof undue side-thrust. I also provide thehood L with guide-bolts M, which slide longitudinally in. bearings f,attached to the roof framework, and which, having swivel-studs g, uponwhich the plate L oscillates, act similarly as do the guide-bolts M,being, however, placed near the extremities of the hood L, as seen inFig. 3. It will be noted that the perforations in the plate L, throughwhich the studs g extend, are slightly elongated sidewise to permit thearc movements of the ends of such plate, and also that the head of thestud g and the washer m are located apart from and do not have anyconnection with the flank I other than through the agency of the stud c.The variable intervening space between the plate L and the end of thecar is inclosed with any suitable flexible covering-shield j, extending,from side to side of the structure, as seen in Figs. 3 and 7.

The webs or terminal plates (1 d of the flanks I I serve both tostill'en them and also as means of forming dust-proof joints, lying asclosely upon the horizontal surfaces of the plates J L as may be foundexpedient without undue friction.

Having thus fully described my invention, I claim- 1. The combination,in a railway-car, of a threshold buffer-plate oscillating upon avertical axis movable longitudinally to the car, a transom-platesimilarly movable, and vertically-pivoted connecting-flanks, to themovable extremities of which the extremities of the said plates areswiveled in common vertical axes to receive corresponding advancing,retracting or oscillating movements simultaneously.

2. The combination, with the vestibuled end of a railway-car, of athreshold bnflerplate oscillating upon a vertical axis movablelongitudinally to the car, a transom-plate similarly movable, andvertically-pivoted connecting-flanks inclosing the sides of the spacesthat intervene adjacent cars, to the movableextremities of which flanksthe extremities of the said plates are swiveled in common vertical axesand present abutting surfaces in a common plane with the abuttingsurfaces of the said flanks for the purpose of forming contact with acorresponding structure of an adjacent car.

3. The combination, in a railway-car, of a threshold butter-plate, atransom-plate, guidebolts sliding in bearings longitudinally to the car,to which guides-bolts the said plates are swiveled to oscillate,bufler-springs for advancing the threshold-plates, and verticallypivotedconnecting-flanks, to the movable extremities of which the extremitiesof said plates are swiveled in common vertical axes, whereby theoscillation of the threshold-plate and the advancement of the same bythe buffer-springs is imparted to the transom-plate.

4. The combination, with the adjoining ends of railway-cars, ofvestibule-extensions communicating to form a continuous passage, offsetwalls extending laterally from the outposts of the vestibule, flanksextending the height of the vestibules vertically pivoted at theextremities of said walls and inclining at their movable extremities (inhorizontal cross-section) toward the center of the cars and toward aplane of contact with one another, threshold'bufifer-plates, andtransomplates oscillating upon vertical axes movable longitudinally tothe cars to abut at said plane of contact, the movable extremities ofthe flanks being swiveled to the extremities of said plates,substantially as and for the purposes set forth.

5. The combination, in the vestibuled end of a railway-car, of athreshold butter-plate and transom-plate, both oscillating upon avertical axis movable longitudinally to the car, vertically-pivotedflanks supplementing the interval of the vestibule and a plane ofjunction of an adjoining car, said flanks having convex or rollingcontact-surfaces co-operative in the manner specified with the flanks'of such adjoining car, swivel-studs in the movable extremities of theflanks and slots in the extremities of the said threshold, andtransom-plates with which the studs engage, as and for the purposes setforth.

0. The combination, in a railway-car, of a movable thresholdbutter-plate, a movable transom-plate, and pivoted connecting-flanksthat inclose the sides of the space that intervene adjacent cars.

RENALDO SOLANO.

\Vitnesses:

CHAS. W. FORBES, CHAS. IIANIMANN.

